Section 1 Existing Conditions: describes the existing conditions at the airport.

Transcription

1 Technical Memorandum To: Deepa Parashar, Planner FAA Seattle Airports District Office (425) From: Kevin Mulcaster, AICP Mead & Hunt (503) Date: July 17, 2013 Subject: Pullman Moscow Regional Airport (PUW) Pullman, Washington Future Runway Protection Zone (RPZ) Road Exposure Analysis Introduction This memorandum is written to document and analyze alternatives for land uses within the future Runway Protection Zone (RPZ) associated with the proposed Runway Realignment Project at the Pullman- Moscow Regional Airport. It is organized into four main sections. Section 1 Existing Conditions: describes the existing conditions at the airport. Section 2 Preferred Runway Alternative RPZ Analyses: presents the incompatible land uses within the RPZ for the selected runway alignment (preferred alternative) and outlines the steps to be taken to eliminate or minimize such. Section 3 Technical Memorandum Recommendations Summary JULY 17, 2013 PAGE 1 MEAD & HUNT

2 Section 1 Existing Conditions The Pullman Moscow Regional Airport (PUW) is located in Whitman County, Washington near the Washington-Idaho border approximately 90 miles south of Spokane. It is approximately four miles northeast of Pullman, Washington and eight miles west of Moscow, Idaho (Exhibit 1). Exhibit 1 Location Map The airport lies within the Palouse region (a part of the foothills of the Clearwater Mountains) which includes parts of five Washington counties and two Idaho counties. The topography is a unique landscape characterized by a rolling silt and sand, steep rock, and channeled scablands. There are three main characteristics found in the Palouse. The rocky areas of the Palouse are on the easternmost border of the region and are forested, steep-sloped and mountainous. To the east and west are buttes ranging in altitude from 2,500 to 4,000 feet. Surrounding these buttes are rolling hills. The City of Pullman is located in Whitman County between Lewiston, Idaho (30 minutes to the south), Spokane, Washington (90 minutes to the north), and Moscow, Idaho (10 minutes to the east) on the rolling hills of the Palouse. The City of Pullman is home to Washington State University (WSU). Since its inception in 1890, WSU has virtually defined the city s growth and development patterns. Nearly 50 percent of land within the city limits is owned or controlled by the university. WSU s student, faculty, and staff population comprises about 58 percent of Pullman s total population which is 30,000. The City of Moscow, Idaho is eight miles east of Pullman in Latah County, Idaho. Moscow s population is approximately 24,080. Moscow is also a university town, as it is home to the University of Idaho (UI). UI students, faculty, and staff comprise about 59 percent of Moscow s total population. Pullman-Moscow Regional Airport (PUW) is situated within the city limits of Pullman, Washington, and is a Federal Aviation Regulation (FAR) Part 139 certified commercial service facility sponsored jointly by the JULY 17, 2013 PAGE 2 MEAD & HUNT

3 City of Pullman and the City of Moscow. PUW provides scheduled air carrier and general aviation services to the residents of and visitors to Pullman (Washington), Moscow (Idaho), and other nearby communities in Whitman and Latah Counties. PUW is a non-towered airport and has one paved runway, currently designated Runway 6-24 (previously 5-23; changed summer 2012 due to magnetic variation), that is 6,731 feet long and 100 feet wide. Runway 6 has a 209 foot displaced threshold to meet 600-foot safety area standards for B-II, while Runway 24 has an 801 foot displaced threshold due to terrain penetrations of the approach surface. Both runways have RNAV GPS approaches, with minimums at 480 feet / 1 3/8 mile. The Airport handles an average of 80 operations per day and has 71 based aircraft. Horizon Air began offering passenger service to and from PUW in 1982, just one year after it was founded in Seattle. Horizon Air currently provides five flights daily of direct and one-stop service to Seattle-Tacoma International Airport utilizing the Q-400 aircraft. The one-stop service includes a stop in Lewiston. Due to weather, PUW experiences approximately 124 cancellations or re-routing annually, with 80% occurring in the winter months. The Airport also serves some athletic charters for WSU, the Pacific 12 Conference (Pac-12), UI, and the Western Athletic Conference (WAC). Athletic charters range from Bombardier Q- 400 s to Boeing 737s and Airbus A319s. PUW captures approximately 40 operations annually from large turbojet charter aircraft and approximately 160 are redirected to Lewiston or Spokane due PUW s lack of all-weather reliability and runway length. PUW has based corporate jets including multiple Citation Xs and a Citation Sovereign. Both charters and corporate operators limit payload to accommodate available runway length at PUW. PUW and the Federal Aviation Administration (FAA) Seattle Airports District Office have long-recognized the nonstandard conditions on the airfield at PUW, resulting from the introduction of larger commercial aircraft serving PUW. With the exception of a substandard 200-foot runway to taxiway separation, the Airport is currently designed to B-II standards, but the critical aircraft is C-III. Nearly all design standards are nonstandard for C-III. To address the situation, a conditional Modification to Design Standards from the FAA was granted in 2006 provided that PUW works toward a long-term solution to meet C-III design standards. The conditional permission allows C-III operations to continue under strict operational management rules which include suspension of all other aircraft movements when a C-III aircraft is in operation. Existing Runway 6 RPZ Condition Land uses within the existing Runway 6 RPZ include the existing SR 276 ROW, a portion of Airport Road (the only public access to the airport, with 3,000 Average Daily Traffic volume on this portion), an Airport access road, WSU access roads to agricultural research facilities (one equestrian barn staffed with 1-3 people per day, and WSU research orchards / fields whose caretaker numbers vary by season but is estimated to be no more than 20 per day). Exhibit 2 and Table 1 show the RPZ exposure, distance to runway end, and distance to landing threshold for each land use. The existing conditions would result in the construction of a limited access freeway (SR 276) and retain Airport Road and WSU access roads and facilities within the current RPZ. JULY 17, 2013 PAGE 3 MEAD & HUNT

4 Table 1: Existing RPZ Conditions Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Existing SR 276 ROW 3.7acres 2.9 acres 1,300 1,590 Airport Road and Airport Access Road 3.45 acres 0.05 acres WSU Access Roads 0.5 acres 0.2 acres WSU Agricultural Research Facilities 4.1 acres 2.2 acres Palouse Ridge Golf Course 0 acres 0 acres N/A N/A Total Exposure acres 5.35 acres N/A N/A JULY 17, 2013 PAGE 4 MEAD & HUNT

5 Exhibit 2: Existing RPZ Conditions JULY 17, 2013 PAGE 5 MEAD & HUNT

6 Section 2 Preferred Runway Alternative RPZ Analyses Terra View Drive Terra View Drive is a two lane arterial road that provides access from SR 270 to the Airport, WSU, and the northeast side of the City of Pullman. The portion in the future RPZ is the section between Terre View Drive and SR 270. This section provides direct business and truck access to the Airport and WSU without going through the WSU campus or residential sections of the City of Pullman. A 2013 traffic count shows the Average Daily Traffic (ADT) of 2,407 vehicles. More importantly, Terra View Drive provides critical links for police, fire, and medical emergency services. PUW is a Category III Airport under 14 CFR 107.3(f) and (g), and therefore cannot exceed a maximum law enforcement response time of 15 minutes. The Airport depends on this section of Terra View Drive to meet this requirement utilizing City of Pullman police coverage (current average response time is 12 minutes). Without this section of road, the airport would have to construct and man a police station at the airport. While the Airport has an ARFF station and vehicles to meet Part 139 Index A requirements, these are first response only. Mutual aid is provided primarily by the City of Pullman, with secondary from Whitman County. The City s main fire resources come from the south side of Pullman and do not want to travel through the congested WSU campus to reach the Airport or northeast sides of Pullman and WSU (WSU contracts fire protection services from the City of Pullman). Without this section of Terra View Drive, the Insurance Standards Organization (ISO) ranking of fire protection for the City, Airport, and WSU could be downgraded due to increased response time. The result could be significant insurance coverage cost increases for the Airport, City, and WSU. As for medical response, the local area hospital is in Pullman, and closure of Terra View Drive would significantly increase time for emergency services to reach the hospital if an accident happened in the northeast part of town. Closure of Terra View Drive is not considered feasible. WSU Agricultural Research Facilities WSU has 40 agricultural research buildings consisting of barns, research labs, and equipment storage within the footprint of the future RPZ, as well as research orchards, crops, and access roads to each. The vast majority of these facilities are in the Central Portion of the RPZ. All of these facilities will be relocated under the preferred runway alignment alternative. Exhibit 3 illustrates the WSU facilities adjacent to the Airport, including the golf course below. WSU Golf Course The Palouse Ridge Golf Course A portion of one hole, and the maintenance equipment storage building for this course, lies within the Controlled Activity Area of the future RPZ. On a busy day, approximately 220 players are spread over the entire course at any one time. Players actually within the RPZ at one time is no more than 4 because only the last portion of the fairway of Hole 17 is within the RPZ (the Tee box is not). The average number of people using the maintenance building ranges from 6-10 at peak periods which are early morning. The rest of the day that number is much lower. JULY 17, 2013 PAGE 6 MEAD & HUNT

7 The Palouse Ridge Golf Course on the campus of WSU opened in the fall of The course was designed to incorporate the rolling hills of the Palouse landscape and provides views of Washington, Idaho, and Oregon peaks and the surrounding farmlands. The course was designed specifically for the unique property on which it was built. The design optimizes elevation changes to add complexity, strategic value, flexibility, flow and natural beauty unlike any other golf course and cannot be replicated. This golf course was specifically designed to attract world class golfing events. Since its debut, the course has or is scheduled to host seven significant collegiate and amateur golf tournaments and has received national acclaim by consistently appearing and moving up the national rankings. Additional United States Golf Association (USGA), National Collegiate Athletic Association (NCAA), and potentially Professional Golf Association (PGA) or Ladies Professional Golf Association (LPGA) sponsored events are expected beyond The Palouse Ridge Golf Course at WSU is a Certified Audubon Cooperative Sanctuary which helps golf courses protect the environment and preserve natural habitat and serves as a research and recreational outlet for WSU students and staff. WSU Turf Grass Management and Landscape Architecture programs utilize the golf course for research. The course was specifically designed to meet guidelines established by FAA and the US Department of Agriculture Wildlife Services to avoid the creation of wildlife attractants. Should the golf course be impacted as a result of the runway realignment project, it would likely no longer be a nationally ranked course, and it could lose the ability to host NCAA, USGA, LPGA and PGA events. Losing the drawing power of the golf course would have negative economic impacts on the region due to the loss of visitors. It is expected that any impact to the golf course will require relocation of the entire golf course because modification is not feasible given the existing course layout, unique topography and nearby land uses. The limitation of land immediately adjacent to the golf course and the inability to maintain its character, integrity and national rankings make modification to the golf course an impractical alternative. The golf course is located on-campus which means it is surrounded by institutional land uses to the north, south, and west. To the east it is bound by Terra View Drive and the Airport. An on campus golf course is a unique situation that adds to the challenge of relocation. Relocating the golf course on campus would require disruption and relocation of other WSU facilities and educational programs. Quantifying the value of the Palouse Ridge Golf Course is difficult due to intangible elements such as the unique design that fits the landscape and the national recognition that the design has garnered. Many golf course designs strive to be nationally ranked but fall short. It is highly unlikely a relocated golf course could obtain the same characteristics and rankings. The approximate cost to build a golf course of similar size is $20-30 million but the cost to replace the Palouse Ridge Golf Course is unquantifiable because it is one of kind, has gained national recognition, and has demonstrated a significant impact on the local and regional economy. If the property were to be sold, it could be worth more than $100 million. JULY 17, 2013 PAGE 7 MEAD & HUNT

8 The Palouse Ridge Golf Course at WSU is a public recreational facility and would likely qualify as a Department of Transportation (DOT), Section 4(f) resource. DOT, Section 4(f) provides that the Secretary of Transportation will not approve any program or project that requires the use of any publicly owned land from a public park, recreation area, or wildlife or waterfowl refuge of national State, or local significance or land from an historic site of national, State or local significance as determined by the officials having jurisdiction thereof, unless there is no feasible and prudent alternative to the use of such land and such program, and the project includes all possible planning to minimize harm resulting from the use. A physical use would occur if the proposed project or a reasonable were to physically occupy a portion of all of the golf course. Removal of a portion of the golf course from the RPZ is not considered feasible. JULY 17, 2013 PAGE 8 MEAD & HUNT

9 Exhibit 3: Adjacent WSU Facilities JULY 17, 2013 PAGE 9 MEAD & HUNT

10 SR 276 Right-of-Way A portion of the Right-of-Way (ROW) for State Route 276 (SR 276) lies within the future RPZ. The Washington Department of Transportation (WSDOT) purchased ROW for SR 276 in the 1970 s and has recently taken steps toward planning for its construction. In February 2007, WSDOT released a Route Development Plan for SR 276. As planned, SR 276 begins at an intersection with US Highway 195, northwest of the City of Pullman, and ends at an intersection with SR 270 just southwest of the Airport. As designed, SR 276 would be a four-lane limited access freeway that acts as a bypass around the northeastern side of the City of Pullman. The future SR 276 bypass route crosses the Runway Safety Area (RSA) and RPZ of the preferred runway alternative, immediately west of the runway threshold. The ROW is currently used by WSU for agricultural research and education. WSU will be required by WSDOT to relocate their facilities when SR 276 is constructed. WSDOT is unwilling to relinquish a connection to SR270, currently in the form of ROW. They are unwilling to accept current market value for the ROW today and hope to obtain ROW in another location in the future. The topography, cost, and environmental concerns are too challenging. The City of Pullman cannot condemn the ROW as it is state property (WSU property is also state property and cannot be condemned by the City). The FAA does not permit roads within the RSA, and discourages any roads within the RPZ. After consideration of the existing SR 276 ROW alignment, the FAA determined it is necessary to remove the ROW from the RSA and relocate it as far as possible from the runway end within the RPZ, if it is not practical to locate the road outside of the RPZ. Several key stakeholders are involved in the decision to relocate the SR 276 ROW. The following section identifies and discusses the roles of stakeholders associated with the SR 276 Bypass ROW relocation: Washington State Department of Transportation (WSDOT) WSDOT is responsible for keeping people and business moving by operating and improving the state s transportation systems vital to taxpayers and communities. WSDOT is the owner of the SR 276 ROW. Washington State University (WSU) WSU operates agricultural research facilities that are home to over 10 different academic or research programs located west of the Airport that will be impacted by the project. City of Pullman The City owns portions of Airport Road and Terre View Drive that are impacted by SR 276 relocation alternatives. Whitman County The County owns portions of Terra View Drive that are impacted by SR 276 relocation alternatives. JULY 17, 2013 PAGE 10 MEAD & HUNT

11 Coordination with the WSDOT Eastern Region and Aviation Division, the FAA, WSU, Whitman County, the City of Pullman and the Airport has resulted in a plan that preserves the SR 276 corridor while allowing the runway realignment project to move forward. Six alternatives were developed by the stakeholders to relocate the ROW for SR 276. Each of the alternatives would maintain WSDOT s ability to construct the bypass in a different location while allowing for the runway realignment. SR 276 ROW Alternatives Considered The following alternatives were developed: No Action (Maintain existing conditions within the preferred alternative RPZ) Southwest 4 Lane Boulevard Alternative 1 (Preferred SR 276 ROW Relocation Alternative) Southwest 4 Lane Boulevard Alternative 2 Southwest 4 Lane Boulevard Alternative 3 Tunnel Northeast Alternative Declared Distances East Shift Alternative One additional alternative was evaluated but was determined not to be feasible. The alternative connected US 195 to SR 270, passing around the southern portion of the City of Pullman. This alternative was eliminated from further consideration because WSDOT origin and destination studies indicated that traffic would not utilize a southern bypass. All SR 276 Alternatives were developed to accommodate the preferred runway realignment alternative, meet the roadway requirements of WSDOT, and to minimize to the greatest extent possible the exposure of incompatible land uses within the RPZ. No Action (Maintain existing conditions within Preferred Runway Realignment RPZ) The No Action alternative evaluates existing conditions with the preferred runway realignment alternative moving forward. The purpose of including the No Action alternative is to create a baseline RPZ condition from which all other alternatives will be compared. Incompatible land uses that would remain within the RPZ include the existing SR 276 ROW, Terra View Drive, WSU access roads, WSU agricultural research facilities, and a portion of one hole of the Palouse Ridge Golf Course. The land use within the future RPZ is agricultural and institutional. Exhibit 4 and Table 2 show the incompatible land use exposure within the RPZ, distance to runway end, and distance to landing threshold for each incompatible land use. The No Action alternative would likely result in the preferred runway realignment alternative not moving forward because WSDOT controls land within the future Runway Safety Area (RSA) and will not release the land unless an adequate replacement ROW is provided. JULY 17, 2013 PAGE 11 MEAD & HUNT

12 Table 2: No Action (Maintain existing conditions within Preferred Alternative RPZ) Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Existing SR 276 ROW 5.4 acres 1.9 acres Terra View Drive and Airport Access Road 1.1 acres 0.7 acres 1,686 1,976 WSU Access Roads 2.8 acres 1.1 acres WSU Agricultural Research Facilities 39.4 acres 22.0 acres Palouse Ridge Golf Course 0.0 acres 5.4 acres 2,262 2,552 Total Exposure 48.7 acres 31.1 acres N/A N/A JULY 17, 2013 PAGE 12 MEAD & HUNT

13 Exhibit 4: No Action (Maintain Existing Conditions within Preferred Alternative RPZ) JULY 17, 2013 PAGE 13 MEAD & HUNT

14 Southwest 4 Lane Boulevard Alternative 1 (Preferred ROW Alternative) The Southwest 4-Lane Boulevard Alternative 1 utilizes the existing road network to the greatest extent practicable (Terra View Drive) in an effort to minimize property and environmental impacts while reducing project costs (Exhibit 5 and 6). This concept would provide ROW for WSDOT to expand the existing Terra View Drive which is currently a two-lane configuration into a 4-lane boulevard with modified access within the future RPZ. The future SR 276 ROW will deviate from the existing Terra View Drive ROW through a portion of the RPZ. The deviation is necessary to meet WSDOT design standards which require a roadway design speed of 45 mph. The deviated portion of Terra View Drive will be removed when WSDOT constructs the SR 276 bypass. Intersections and access points would be limited to allow traffic to flow unconstrained through the RPZ. RPZ Exposure This alternative provides an opportunity to mitigate existing roadways within the future RPZ by realigning the intersection of Terre View Drive and Airport Road out of the RPZ. This alternative reduces exposure within the RPZ Central Portion (CP) by 44.1 acres and by 23.6 acres within the Controlled Activity Area (CAA) compared to the No Action alternative. This alternative assumes the WSU agricultural research facilities and access roads will be relocated as part of this alternative. Table 3 shows the RPZ exposure associated with the Southwest 4 Lane Boulevard Alternative 1 compared to the No Action Alternative. Table 3: Southwest 4 Lane Boulevard Alternative 1 RPZ Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Southwest 4 Lane Boulevard Alternative acres 2.1 acres 1,300 1,300 Terra View Drive 0.0 acres 0.0 acres N/A N/A WSU Access Roads 0.0 acres 0.0 acres N/A N/A WSU Agricultural Research Facilities 0.0 acres 0.0 acres N/A N/A Palouse Ridge Golf Course 0.0 acres 5.4 acres N/A N/A Total Exposure 4.6 acres 7.5 acres N/A N/A No Action Alternative Total Exposure 48.7 acres 31.1 acres N/A N/A Variance acres acres N/A N/A *WSU Agricultural Research Facilities and Access Roads to be relocated JULY 17, 2013 PAGE 14

15 Right-of-Way Impacts This alternative avoids and minimizes impacts to wetlands, Airport Creek and WSU electrical utilities located on the west side of Terra View Drive. It avoids impacts to the Palouse Ridge Golf Course on the west side of Terra View Drive. This alternative will require 55 acres of ROW acquisition. The Preferred SR 276 ROW Relocation Alternative requires concessions from WSDOT, WSU and the FAA. WSDOT has agreed to terminate the limited access freeway north of the Airport and utilize a fourlane boulevard with modified access through the proposed RPZ south to SR 270. WSU has agreed that relocation of its agricultural research facilities is acceptable. The FAA would concede some incompatible land uses within the future RPZ because the Preferred SR 276 ROW Relocation Alternative is the best alternative that meets standards, reduces RPZ exposure to incompatible uses while permitting the runway realignment project to move forward, and is the most cost effective solution. Cost Table 4 illustrates the costs to develop Southwest 4 Lane Boulevard Alternative 1. Table 4: Cost Southwest 4-Lane Boulevard Alternative 1 Phase ROW Acquisition Design Construction Total Cost $0.44 million $1.43 million $13.35 million $15.22 million Each of these concessions is critical because without them, the Preferred SR 276 ROW Relocation Alternative would not be feasible, since the airport sponsors cannot condemn state properties. Stakeholder Support All stakeholders support the Southwest 4 Lane Boulevard Alternative 1. Stakeholders provided the following comments: WSDOT believes this alternative best serves the purpose of the SR 276 ROW bypass and is the most cost-effective solution. WSU supports this alternative because it is compatible with their campus master plan, supports improved access to the University and the Airport, and avoids impacts to the Palouse Ridge Golf Course. The Airport prefers this alternative because it provides the most cost-effective solution that provides a runway alignment and length that meets design standards and improves all-weather capability. JULY 17, 2013 PAGE 15 MEAD & HUNT

16 The City of Pullman supports this alternative because it maintains a critical police, fire and emergency response route, improves accessibility to the Airport and WSU, and is consistent with city planning policies. Whitman County supports this alternative because it improves accessibility to the Airport and WSU, and because it is consistent with county planning policies. JULY 17, 2013 PAGE 16 MEAD & HUNT

17 Exhibit 5: Southwest 4 Lane Boulevard Alternative 1 (Preferred SR 276 ROW Relocation Alternative) JULY 17, 2013 PAGE 17 MEAD & HUNT

18 Exhibit 6: Southwest 4 Lane Boulevard Alternative 1 (Preferred SR 276 ROW Relocation Alternative) JULY 17, 2013 PAGE 18 MEAD & HUNT

19 Southwest 4 Lane Boulevard Alternative 2 The Southwest 4-Lane Boulevard Alternative 2 minimizes exposure of incompatible land uses by bending the ROW west around the CP of the future RPZ (Exhibit 7 and 8). This modification results in impacts to wetlands, Airport Creek, and the Palouse Ridge Golf Course. RPZ Exposure This alternative provides the same opportunity as Alternative 1 to mitigate the existing roadways within the future RPZ by realigning the intersection of Terre View Drive and Airport Road to minimize the extent of exposure within the future RPZ. It is assumed that the portion of Terra View Drive within the RPZ will remain as an access road to the WSU Agricultural Research Facilities. WSU Agricultural Research Facilities and Access Roads will remain. This alternative reduces exposure of incompatible land uses within the CP by 5.4 acres while increasing exposure by 2.5 acres within the CAA exposure compared to the No Action alternative. Table 5 shows the RPZ exposure associated with the Southwest 4 Lane Boulevard Alternative 2 compared to the No Action Alternative. Table 5: Southwest 4 Lane Boulevard Alternative 2 RPZ Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Southwest 4 Lane Boulevard Alternative acres 4.4 acres 1,526 1,526 Terra View Drive 1.1 acres 0.7 acres 1,686 1,976 WSU Access Roads 2.8 acres 1.1 acres WSU Agricultural Research Facilities 39.4 acres 22.0 acres Palouse Ridge Golf Course 0.0 acres 5.4 acres N/A N/A Total Exposure 43.3 acres 33.6 acres N/A N/A No Action Alternative Total Exposure 48.7 acres 31.1 acres N/A N/A Variance -5.4 acres +2.5 acres N/A N/A JULY 17, 2013 PAGE 19 MEAD & HUNT

20 Exhibit 7: Southwest 4 Lane Boulevard Alternative 2 JULY 17, 2013 PAGE 20 MEAD & HUNT

21 Exhibit 8: Southwest 4 Lane Boulevard Alternative 2 JULY 17, 2013 PAGE 21 MEAD & HUNT

22 Right-of-Way Impacts This alternative will require approximately 800 acres of land acquisition. The land acquisition includes the Palouse Ridge Golf Course, land required to replace the golf course, and land required to secure the SR 276 ROW. Construction feasibility is a concern with this alternative due to the severe difference in elevation between Terra View Drive and the golf course. The cost for this alternative is therefore higher due to the increased earth work and retaining walls. Cost Table 6 illustrates the costs to develop Southwest 4 Lane Boulevard Alternative 2. ROW acquisition includes the cost to acquire property from WSU. Construction costs include road construction and construction of a new golf course to replace the Palouse Ridge Golf Course. Table 6: Cost Southwest 4-Lane Boulevard Alternative 2 Phase ROW Acquisition Design Construction Total Cost $101.44million $6.50 million $43.44 million $ million Stakeholder Support Most stakeholders do not support the Southwest 4 Lane Boulevard Alternative 2. Stakeholders provided the following comments: WSDOT has not commented on this alternative. WSU does not support this alternative because of the impacts to the Palouse Ridge Golf Course. The Airport does not support this alternative because it is a cost prohibitive solution and is not supported by WSU and the City of Pullman. The City of Pullman does not support this alternative because of the impacts to the Palouse Ridge Golf Course. Whitman County has not commented on this alternative. Summary This alternative is not recommended due to lack of stakeholder support and increased ROW and construction costs. JULY 17, 2013 PAGE 22 MEAD & HUNT

23 Southwest 4 Lane Boulevard Alternative 3 The Southwest 4-Lane Boulevard Alternative 3 minimizes exposure of incompatible land uses by bending the ROW west around the future RPZ (Exhibit 9 and 10). RPZ Exposure This alternative eliminates the ROW from the future RPZ entirely and mitigates the existing roadways within the future RPZ by realigning the intersection of Terre View Drive and Airport Road to minimize the extent of roadway exposure within the future RPZ. It is assumed that the portion of Terra View Drive within the RPZ will remain as an access road to the WSU Agricultural Research Facilities. WSU Agricultural Research Facilities and Access Roads will remain. This alternative reduces exposure of incompatible land uses within the CP by 5.4 acres and the CAA by 1.9 acres compared to the No Action alternative. Table 7 shows the RPZ exposure associated with the Southwest 4 Lane Boulevard Alternative 3 compared to the No Action ROW Alternative. Table 7: Southwest 4 Lane Boulevard Alternative 3 RPZ Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Southwest 4 Lane Boulevard Alternative acres 0.0 acres N/A N/A Terra View Drive 1.1 acres 0.7 acres 1,686 1,976 WSU Access Roads 2.8 acres 1.1 acres WSU Agricultural Research Facilities 39.4 acres 22.0 acres Palouse Ridge Golf Course 0.0 acres 5.4 acres N/A N/A Total Exposure 43.3 acres 29.2 acres N/A N/A No Action ROW Alternative Total Exposure 48.7 acres 31.1 acres N/A N/A Variance -5.4 acres -1.9 acres N/A N/A Right-of-Way Impacts This alternative will require acquisition of the Palouse Ridge Golf Course. As described, the golf course has significant value to WSU, the City of Pullman and the region. This alternative will require approximately 800 acres of land acquisition. The land acquisition includes the Palouse Ridge Golf Course, land required to replace the golf course, and land required to secure the ROW. Similar to Alternative 2, construction feasibility is a concern with this alternative due to the severe difference in elevation between Terra View Drive and the golf course. Construction costs are higher for this alternative because of the increased earth work and the need for retaining walls. Cost Table 8 illustrates the costs to develop Southwest 4 Lane Boulevard Alternative 3. ROW acquisition includes the cost to acquire property from WSU. Construction costs include road construction and construction of a new golf course to replace the Palouse Ridge Golf Course. JULY 17, 2013 PAGE 23 MEAD & HUNT

24 Table 8: Cost Southwest 4-Lane Boulevard Alternative 3 Phase ROW Acquisition Design Construction Total Cost $ million $6.62 million $44.15 million $ million Stakeholder Support Most stakeholders do not support the Southwest 4 Lane Boulevard Alternative 3. Stakeholder s comments are identical to Southwest 4 Lane Boulevard Alternative 2. Summary This alternative is not recommended due to lack of stakeholder support and increased ROW and construction costs. JULY 17, 2013 PAGE 24 MEAD & HUNT

25 Exhibit 9: Southwest 4 Lane Boulevard Alternative 3 JULY 17, 2013 PAGE 25 MEAD & HUNT

26 Exhibit 10: Southwest 4 Lane Boulevard Alternative 3 JULY 17, 2013 PAGE 26 MEAD & HUNT

27 SR 276 ROW Tunnel Alternative The SR 276 Tunnel Alternative utilizes the existing WSDOT ROW, and requires additional ROW to accommodate the profile necessary to support a tunnel (Exhibit 11 and 12). SR 276 would be four-lanes and constructed in a tunnel through the future RPZ and RSA. RPZ Exposure The Tunnel Alternative removes SR 276 from the RPZ and the tunnel would be directly under the RSA. Existing Terra View Drive remains in the future RPZ with its intersection with Terre View Drive north of the future RPZ. As previously discussed, Terra View Drive is the only means of accessing the Airport, provides an important link for police and fire protection services, and is critical to existing and future development at WSU. WSU Agricultural Research Facilities and Access Roads will remain. This alternative reduces exposure of incompatible land uses within the CP by 5.4 acres and within the CAA by 1.9 acres compared to the No Action alternative. Table 9 documents the RPZ roadway exposure compared to the No Action ROW alternative. Table 9: SR 276 Tunnel Alternative RPZ Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold SR 276 Tunnel Alternative 0.0 acres 0.0 acres Terra View Drive 1.1 acres 0.7 acres 1,686 1,976 WSU Access Roads 2.8 acres 1.1 acres WSU Agricultural Research Facilities 39.4 acres 22.0 acres Palouse Ridge Golf Course 0.0 acres 5.4 acres N/A N/A Total Exposure 43.3 acres 29.2 acres N/A N/A No Action Alternative Total Exposure 48.7 acres 31.1 acres N/A N/A Variance -5.4 acres -1.9 acres N/A N/A Right-of-Way Impacts The Tunnel Alternative requires an additional 20 acres of ROW beyond that already owned by WSDOT because the road profile for a tunnel is larger than that of a road built at grade. The required ROW is in agricultural use. Cost Table 10 illustrates the costs to develop SR 276 ROW Tunnel Alternative 3. Two cost estimates are included because the timing of construction has an impact on cost. The lowest cost tunnel would be constructed at the same time as the runway realignment project to take advantage of the existing topography before it is modified by the runway realignment. The tunnel would be constructed above ground where possible and then the grade would be modified around it to cover and form the RSA. The risk associated with this approach is due to the fact that WSDOT does not have funding to build SR 276. If the tunnel is constructed after the runway realignment project is complete, the complexity will increase JULY 17, 2013 PAGE 27 MEAD & HUNT

28 and the design and construction costs will increase by 100 percent. assumes the worst-case scenario (higher cost) when comparing alternatives. This technical memorandum Table 10: Cost Tunnel Alternative Constructed with Runway Realignment Constructed after Runway Realignment Phase Cost Phase Cost ROW Acquisition $0.16 million ROW Acquisition $0.16 million Design $10.20 million Design $19.10 million Construction $95.50 million Construction $ million Total $ million Total $ million Stakeholder Support The Tunnel Alternative meets the objectives of all stakeholders; however is not considered practicable due to the cost and other stakeholder concerns. Stakeholders provided the following comments: WSDOT believes this alternative would serve the purpose of the SR 276 Bypass, but would be the most expensive solution. Because the cost to implement the tunnel alternative is significantly higher than the SR 276 at-grade Bypass originally planned by WSDOT, WSDOT expects the FAA, the Airport, the City of Pullman and Whitman County to pay for the increase in project costs. Additionally, WSDOT is not supportive of this alternative due to the long-term maintenance costs associated with a tunnel. WSU does not support this alternative because of its cost, and because it complicates access to the Airport and WSU. The Airport does not support this alternative because of its cost.. The City of Pullman does not support this alternative because of its cost. Whitman County does not support this alternative because of its cost. Summary This alternative is not recommended due to high construction costs, and lack of stakeholder support. JULY 17, 2013 PAGE 28 MEAD & HUNT

29 Exhibit 9: Tunnel Alternative RPZ Exposures JULY 17, 2013 PAGE 29 MEAD & HUNT

30 Exhibit 10: Tunnel Alternative RPZ Exposures JULY 17, 2013 PAGE 30 MEAD & HUNT

31 SR 276 ROW Northeast Alternative The SR 276 Northeast Alternative would be located north of Airport Road and head east on a new alignment before turning south to connect with SR 270 (Exhibit 11). This alternative would be a four lane limited access roadway. RPZ Exposure The Northeast Alternative removes SR 276 from the RPZ. Existing Terra View Drive would remain in the future RPZ with its intersection with Terre View Drive north of the future RPZ. This alternative reduces exposure of incompatible land uses within the CP by 5.4 acres and within the CAA by 1.9 acres compared to the No Action alternative. WSU Agricultural Research Facilities and Access Roads will remain. Table 11 shows the RPZ exposure for the Northeast Alternative compared to the No Action ROW alternative. Table 11: Northeast Alternative Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Northeast Alternative 0.0 acres 0.0 acres N/A N/A Terra View Drive 1.1 acres 0.7 acres 1,686 1,976 WSU Access Roads 2.8 acres 1.1 acres WSU Agricultural Research Facilities 39.4 acres 22.0 acres Palouse Ridge Golf Course 0.0 acres 5.4 acres N/A N/A Total Exposure 43.3 acres 29.2 acres N/A N/A No Action ROW Alternative Total Exposure 48.7 acres 31.1 acres N/A N/A Variance -5.4 acres -1.9 acres N/A N/A Right-of-Way Impacts The Northeast Alternative will require more than 200 acres of ROW, which is the most of all alternatives. Preliminary designs suggest that residential, commercial and industrial properties may be impacted. JULY 17, 2013 PAGE 31 MEAD & HUNT

32 Exhibit 11: SR 276 ROW Northeast Alternative JULY 17, 2013 PAGE 32 MEAD & HUNT

33 Cost Table 12 illustrates the costs to develop SR 276 ROW Northeast Alternative. Table 12: Cost Northeast Alternative Phase Cost ROW Acquisition Design Construction Total $1.61 million $3.30 million $30.70 million $35.61 million Stakeholder Support The Northeast Alternative is not supported by all stakeholders. Stakeholders provided the following comments: WSDOT stated that this alternative will not serve the intent of the bypass due to the change in location with its connection to SR 270. This alternative would require out-of-direction travel to reach destinations on the eastern side of Pullman. WSU may support this alternative because it opens new areas for development. However, this alternative is not WSU s first choice because it does not improve access to the University and the Airport, because its costs twice as much as the Preferred Alternative, and because it does not meet WSDOT needs. The Airport does not support this alternative because of its cost and WSDOT s concerns. The City of Pullman does not support this alternative because of its cost and WSDOT concerns. The City of Pullman does recognize the potential benefits of opening land for development as a result of this alternative. Whitman County does not support this alternative because of its cost and WSDOT concerns. Summary This alternative is not recommended due to its inability to meet WSDOT s need for the SR 276 bypass, high construction costs, and lack of stakeholder support. JULY 17, 2013 PAGE 33 MEAD & HUNT

34 Declared Distance Alternatives Declared distance alternatives were also evaluated as a means of mitigating SR 276 ROW from the future RPZ. Declared Distance Alternatives were only considered for the preferred Southwest 4-lane Boulevard Alternative 1 because it is the only alternative supported by the Airport, FAA, and stakeholders. Three declared distance alternatives were developed and are presented below. Runway Length - The Airport prepared a Runway Length Requirements technical memorandum in January 2011 that recommended a near-term runway length of 7,100 feet. The recommended runway length utilized a family grouping of large aircraft with a maximum takeoff weight up to and including 60,000 pounds. The FAA approved the justification for the 7,100 foot runway on March 1, Table 13 illustrates the takeoff and landing distances required for the most demanding airport users. The Bombardier Q400 landing length has not been adjusted for wet and icy conditions because it is not a jet aircraft. The Cessna Citation X is used as a representative aircraft from the family grouping utilized in the runway length analysis. This analysis maintains the operational characteristics of aircraft utilized for the Runway Length Requirements analysis. Table 13: PUW Runway length Requirements Runway Requirements at 90 Percent of Useful Load PUW Elevation: 2,556 MSL Avg. High Temp: 83 degrees Typical Hot Day - MSL Adjusted Wet/Icy Weights - 90% UL Aircraft Takeoff Required Landing Required Landing Required TOW LW Airbus A320 8,500 5,800 6, , ,000 Boeing ,300 7,600 8, , ,000 Bombardier Q400 6,600 4,600 N/A 63,000 56,000 Family Grouping GA Jets 7,100 4,669 6,258 36,000 32,000 Declared Distance (DD) Alternatives Analysis Three alternatives were developed to evaluate the feasibility of utilizing DDs to mitigate incompatible land uses within the future RPZ. FAA Advisory Circular (AC) 150/ A Airport Design defines declared distances as: the maximum distances available and suitable for meeting takeoff, rejected takeoff, and landing distances performance requirements for turbine powered aircraft. The declared distances are TORA and TODA, which apply to takeoff; Accelerate Stop Distance Available (ASDA), which applies to a rejected takeoff; and Landing Distance Available (LDA), which applies to landing. By treating these distances independently, declared distances are a design methodology that results in declaring and reporting the TORA, TODA, ASDA and LDA for each operational direction. JULY 17, 2013 PAGE 34 MEAD & HUNT

35 DD Alternative 1 (Exhibit 12): The objective of DD Alternative 1 was to minimize exposure of incompatible land uses within the CP of the future RPZ. This requires displacing the threshold 1,410 feet. The CAA will retain 1.37 acres of the Southwest 4 Land Boulevard Alternative 1. Table 14 illustrates the declared distances for this alternative, the most critical being the LDA for Runway 5 (5,690 ). The LDA does not meet the performance requirements for large charter aircraft or the Cessna Citation X s which are based at PUW. DD Alternative 2 (Exhibit 13): The objective of DD Alternative 2 was to minimize all exposure of incompatible land uses within the future RPZ. This requires displacing the threshold 1,743 feet. Table 14 illustrates the declared distances for this alternative, the most critical being the LDA for Runway 5 (5,356 ). The LDA does not meet the performance requirements for large charter aircraft or the Cessna Citation X s which are based at PUW. DD Alternative 3 (Exhibit 14): The objective of DD Alternative 3 was to minimize exposure of incompatible land uses within the future RPZ. This requires displacing the threshold 1,524 feet. Table 14 illustrates the declared distances for this alternative, the most critical being the LDA for Runway 5 (5,690 ). The LDA does not meet the performance requirements for large charter aircraft or the Cessna Citation X s which are based at PUW. Because none of the declared distance alternatives are capable of meeting the LDA requirements for the large charter aircraft and the family grouping of GA jet aircraft, no further analysis was completed and none of the alternatives are recommended for further consideration. In addition, FAA AC 150/5325-4B, Runway Length Requirements for Airport Design states that the application of the declared distances concept to overcome safety deficiencies is not intended for new runways. New runways must meet design standards when constructed. For these reasons, the DD alternatives are not considered feasible. The DD Alternatives exhibits are included on the following pages. Table 14: Declared Distance (DD) Alternatives DD Alternative 1 DD Alternative 2 DD Alternative 3 Declared Distance (DD) Runway 5 Runway 23 Runway 5 Runway 23 Runway 5 Runway 23 TORA 7,100 6,490 7,100 6,376 7,100 6,948 TODA 7,100 7,100 7,100 7,100 7,100 7,100 ASDA 7,100 7,100 7,100 7,100 7,100 7,100 LDA 5,690 7,100 5,356 7,100 5,576 7,100 * 6,258 is Minimum LDA for Critical Aircraft Grouping JULY 17, 2013 PAGE 35 MEAD & HUNT

36 Exhibit 12: Declared Distance Alternative 1 JULY 17, 2013 PAGE 36 MEAD & HUNT

37 Exhibit 13: Declared Distance Alternative 2 JULY 17, 2013 PAGE 37 MEAD & HUNT

38 Exhibit 14: Declared Distance Alternative 3 JULY 17, 2013 PAGE 38 MEAD & HUNT

39 East Shift Alternative This alternative utilizes the Preferred Runway Realignment Alternatives alignment but shifts the runway to the east 2,785 feet and maintains a runway length of 7,100 feet. The purpose of shifting the alternative to the east is to remove Airport Road, Terra View Drive, the Palouse Ridge Golf Course, and the existing SR 276 ROW from the RPZ. Exhibit 15 illustrates the alternative. Airspace The 2012 ALP, United States Geological Survey, and terrain elevation contours generated by an ongoing FAA Airports Geographic Information System project indicate that terrain to the east of the airport rises above airport elevation and will impact airspace. Extending the Runway to the east increases terrain penetrations in Runway End 23 approach surfaces and Runway End 5 departure surfaces as defined by AC 150/ A, Airport Design; Federal Aviation Regulation Part 77.19, Safe, Efficient Use, and Preservation of the Navigable Airspace Civil Airport Imaginary Surfaces; and FAA Order B, U.S. Standard for Terminal Instrument Procedures (TERPS). The 40:1 TERPS departure surface for operations for Runway 5 experiences an increase in terrain penetrations covering an area of 180 acres within 6,000 feet of the runway end, where aircraft will be flying at low altitude. The Preferred Runway Realignment Alternative has 40 acres of terrain penetrations. Shifting the runway to the east to clear the RPZ will require a significant increase in earthwork to clear terrain penetrations and subsequently will increase project costs dramatically. Exhibit 16 illustrates compares the terrain penetrations associated with the Preferred Runway Realignment Alternative and the East Shift alternative. The Preferred Runway Realignment Alternative requires the removal of 5.6 million cubic yards of soil to remove penetrations from the Runway 23 end and meet FAA design standards. The East Shift Alternative would require the removal of 9.6 million cubic yards of soil, an increase of 4 million cubic yards. It is estimated that 3 million cubic yards of soil can be used on-site and the remaining 6.6 million cubic yards of soil must be transported off-site. The East Shift alternative is estimated to increase project costs by $32 million. This cost estimate assumes the soil conditions are the same as those identified through geotechnical investigations completed for the Preferred Runway Realignment Alternative. Should variable conditions be identified, the cost estimate would likely increase significantly. Table 15 outlines the estimated cost for the East Shift Alternative compared to the Preferred Runway Realignment Alternative. Table 15: Cost East Shift Alternative Compared to Preferred Runway Realignment Alternative Alternative Preferred Runway Realignment Alternative East Shift Alternative Phase Cost Cost Property Acquisition $2.5million $2.5million Design $12.2 million $12.2 million Construction $45.3 million $77.3 million Total $60.0 million $92.0 million JULY 17, 2013 PAGE 39

40 Exhibit 15: East Shift Alternative JULY 17, 2013 PAGE 40 MEAD & HUNT

41 Exhibit 16: Terrain Penetration Comparison JULY 17, 2013 PAGE 41 MEAD & HUNT

42 RPZ Exposure This alternative eliminates Airport Road, Terra View Drive, the existing SR 276 ROW, Palouse Ridge Golf Course, and reduces WSU agricultural research facility exposure from within the Runway 5 RPZ. However, this alternative introduces incompatible land uses within the Runway 23 RPZ which includes 6 residential properties and one commercial property (agricultural business). The residential properties are single family homes with market values of approximately $200,000. The introduction of residential land uses within the Central Portion (CP) of the RPZ is not consistent with FAA policy regarding incompatible land uses within RPZs and would likely result in the required acquisition of the residential properties. The estimated cost to acquire the 6 residential properties is $1.5 million assuming cooperation from the land owners. This alternative reduces exposure within the RPZ Central Portion (CP) by 25 acres and by 1 acre within the Controlled Activity Area (CAA) compared to the No Action alternative. This alternative assumes the WSU agricultural research facilities and access roads will not be relocated. Table 16 shows the RPZ exposure associated with the East Shift Alternative compared to the No Action Alternative. Exhibit 17 illustrates the Runway 5 RPZ conditions while Exhibit 18 shows the Runway 23 RPZ conditions. JULY 17, 2013 PAGE 42 MEAD & HUNT

43 Table 16: East Shift Alternative RPZ Exposure Runway 5 RPZ Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Existing SR 276 ROW 0.0 acres 0.0 acres N/A N/A Terra View Drive 0.0 acres 0.0 acres N/A N/A WSU Access Roads 0.0 acres 0.4 acres N/A N/A WSU Agricultural Research Facilities 0.3 acres 12.2 acres N/A N/A Palouse Ridge Golf Course 0.0 acres 0.0 acres N/A N/A Total Exposure (Runway 5) 0.3 acres 12.6 acres N/A N/A Runway 23 RPZ Exposure Land Uses RPZ Central Portion RPZ Controlled Activity Area Distance to Runway End Distance to Landing Threshold Residential 2.3 acres 1.2 acres 1,409 1,409 Commercial (Agricultural Business) 20.6 acres 16.0 acres Commercial / Residential Access Roads.5 acres.3 acres Total Exposure (Runway 23) 23.4 acres 17.5 acres N/A N/A Combined Runway 5-23 RPZ Exposure Total Exposure (Runway 5) 0.3 acres 12.6 acres N/A N/A Total Exposure (Runway 23) 23.4 acres 17.5 acres N/A N/A Total Exposure (Runway 5/23 Combined) 23.7 acres 30.1 acres N/A N/A No Action Alternative Total Exposure 48.7 acres 31.1 acres N/A N/A Variance acres -1.0 acres N/A N/A JULY 17, 2013 PAGE 43 MEAD & HUNT

44 Exhibit 17: East Shift Alternative Runway 5 RPZ Conditions JULY 17, 2013 PAGE 44 MEAD & HUNT

45 Exhibit 18: East Shift Alternative Runway 23 RPZ Conditions Residential Use Commercial Use JULY 17, 2013 PAGE 45 MEAD & HUNT

46 Future Limitations The 2012 Master Plan indicates that an ultimate runway length of 8,000 feet may be necessary in the future, and recommends that the Airport plan to protect the property for a future extension when it is justified. If the East Shift Alternative were implemented and the Runway End 5 is fixed due to RPZ concerns, a 900 foot runway extension from Runway End 23 would further increase terrain penetrations by lowering the 40:1 TERPS departure surface by 25 feet. Terrain rises from west to east making any future need for a runway extension impracticable to implement due to significant terrain penetrations (pictured below). The high point of Moscow Mountain (pictured above) is located approximately 8.4 nautical miles from the Existing Runway End 24, would be located approximately 8 nautical miles from Proposed Runway End 23 in the East Shift alternative. The high point of Moscow Mountain is located approximately 8.5 miles from the Proposed Runway End 23 in the 7,100 foot runway alignment in the Preferred Runway Realignment Alternative as depicted on the Airport Layout Plan. Proximity of the existing runway to Moscow Mountain influences the design of the missed approach procedure into Runway End 5. The East Shift alternative moves Runway End 5 1,750 feet to the east compared to its existing location and 2,785 feet to the east compared to the Preferred Runway Realignment Alternative. A goal of the runway improvement is to lower instrument minimums, which JULY 17, 2013 PAGE 46 MEAD & HUNT